Throttle-valve-operating mechanism.



H. s. VINCENT.

THROTTLE VALVE OPERATING MECHANISM.

.APPLICATION FILED lANl24, I916- Patented June 20, 1916.

4 SHEETSSHEET I.

W HHHQ WHI I I IW M W III 3 WITNESSES H. S. VINCENT.

THROTTLE VALVE OPERATING MECHANISM.

"APPLICATION FILED JAN.'24, I916.

4 SHEETS-SHEET 2- Patented June 20 rrm ESSES H. S. VINCENT.

THROTTLE VALVE OPERATING MECHANISM.

APPLICATION FILED IAN-24, I915- I Patented June 20, 1916.

4 SHEETS-SHEET 3- H. S.-VINC ENT.' THROTTLE VALVE OPERATING MECHANISM.

'7 APPLICATION FILED JAN-24, I916. I 1 m? 1916.

4 SHEETSSHEET 4.

Patented June 20,

tion.

HARRY S. VINCENT, 0F RIDGEWOOD, NEW JERSEY.

THROTTLE-VALVE-OPERAI'ING MECHANISM.

Application filed January 24, 1916. Serial No. 73,856.

To all whom it may concern Be it known that T, HARRY S. 'VINonN'r, ofRidgewood, in the county of Bergen and State of New Jersey, haveinvented a certain new and useful Improvement inThrottle-ValveOperatinMechanism, of which improvement the ollowing is a specifica- Myinvention, while more particularly designed for application inconnection with the throttle valves of locomotive engines, is alsoapplicable to those which control the flow of fluid under'pressure inmechanisms of other types.

The object of my invention is to provide simple and effective means foroperating a throttle valve by the action of fluid pressure, which shallbe readily and conveniently controllable by the engineer, with theminimum of effort, and be automatically indicative to him of theposition of the valve relatively to its seat.

A further object of the invention is to enable the valve to be securelyheld against accidental displacement from any predetermined position.

The improvement claimed is hereinafter fully set forth. I

In the accompanying drawings: Figure 1 is a side view, in elevation, ofthe rear por tion of a locomotive boiler, illustrating an application ofmy invention; Fig. 2, a. plan view, partly in section, of the operatingmotor; F ig. 3, an end view of the same, as seen from the front; Fig. 4,a view, partly in vertical longitudinal central section and partly inside elevation; Fig. 5, a vertical transverse section, on the line a aof Fig. 4; Fig. 6, a view, partly in side elevation and partly inlongitudinal central section, of the controlling valve mechanism; Fig.7, a transverse section through the same, on the line b b of Fig. 6;and, Fig. 8, an end view, as seen from the right.

My invention is herein exemplified as ap plied for the operation of athrottle valve, 1, which is of the usual hollow double puppet type, andis adapted to seat at the top of a vertical throttle pipe, 2, which issupported in the dome, 3, of a locomotive boiler,

'3, and communicates, at its bottom, with the dry pipe or main steamsupply pipe, 4, the throttle valve controlling, as usual, communicationbetween the steam space within the boiler and dome and the interior ofthe throttle pipe and dry pipe. The throttle valve, 1, is fixed upon athrottle stem, 1, which extends downwardly through a passage coredcentrally in the throttle pipe, 2, and is coupled, at its lower end, bya pin, 1", to a lever, 5. The end of said lever which is nearer theaxial line of the dome, is pivotally connected to a lug, 2 on the lowerend of the throttle pipe, 2, and its opposite end is coupled, by a pin,5, to the lower end of a vertical link, 6. A horizontal oscillatorythrottle shaft, 7, is journaled in a support secured to the outside ofthe dome, 3 and extends inside thereof, leakage of steam being preventedby a suitable stuffing box on the support. The throttle shaft, 7,carries, on its inner end, an arm, 7*, to which the upperend of thelink, 6, is coupled, and carries, on its on er end, an arm, 7", which iscoupled to a ro 9, extending rearwardly, on theoutside of the boiler, tothe cab of the locomotive.

The specific throttle valve construction selected for exemplificationand thus far described, which has heretofore been applied in practicalrailroad service, is set forth in Letters Patent of the United StatesNo. 1,140,091, granted and issued to William E. Woodard, under date ofMay 18, 1915, and is not claimed as of my invention.

In the practice of my invention, I provide a fluid pressure operatingmotor, which is supported within the cab of the locomotive, adjacent tothe rear end of the boiler, and is preferably, as indicated, actuated bycompressed air supplied from the main air reservoir, 10, of the brakeapparatus of thelocomotive, although steam from the boller may, ifpreferred, be em loyed as the motive fluid. As shown in Figs. 2 to 5inclusive, the operating motor comprises a cylinder, 11, and a.cylinder, 12, of relatively larger bore and shorter length, whichcylinders are formed integral with a bed plate, 13, and project,"in lineaxially, from opposite ends thereof: The cylinder, 11, is fitted with aproperly packed piston, 11*, which is secured upon the rear end of apiston rod, 14, which passes through a stufling box, 11', on the innerend of the cylinder, and into and through the cylinder, 12, and iscoupled at its forward end, by a jaw or clevis, 14 to the rear end ofthe throttle rod, 9. The cylinder, 12, is fitted with a piston, [12,which has a limited longitudinal movement 15 a longitudinal slot in thepiston. The outer within the cylinder, its rearward or inward traversebeing arrested by a stop or abutment, 12 at the inner end of thecylinder, which is open 'to the atmosphere, and its outer end is closedby a removable head, 12, having a stufling box, 12 through which thepiston rod, 14, passes. An opening, 12*, is

formed in the periphery of the piston, for the admission of motive fluidfrom a pipe, to its side farther from the cylinder, 1

1 said opening being so located as to cut off the fluid supply beforethe piston comes in contact with the abutment, 12 The traverse of thepiston may be limited by a pin, 12, engaging the cylinder and entering aend of the cylinder, 11, is closed by a removable'head, 11, and fluidpressure supply and exhaust pipes, 15, 15, lead from the opposite endsof the cylinder to the casing,

'' 18 ,-of a controlling valve, to be presently described. Saidcasing isalso connected W1th the cylinder, 12, by a branch of the fluid pressuresupply and exhaust pipe, 15,

The piston rod, 14, passes, with a sliding fit, through the piston, 12*,of the cylinder, 12, and a collar, 14*, is formed on the piston rod,against which collar the inner side of the piston abuts, during thetraverse of the latter in either direction. The piston rod is therebypermitted a further traverse to the left, after the movement of thepiston, 12*, has been arrested, and, in its movement to the right, afterthecollar, 14*, has been brought into contact with the piston, it

moves the latter withit in its further traverse. An emergency throttlelever, 17, which is provided for the purpose of enabling the throttlevalve to be manually operated, in the event of derangement'of the motor,is coupled by a pin, 17*, to the bed plate, 13, and is slotted to fitaround the piston rod,- -14, to which it is coupled by a' reach of theengineer. The valve, 18, is held to its seat by a spring, 18 which 'issecured in position by a screw cap, 18, and is vibratable about its axisby a hand lever, 19, having a latch, 19*, fitted to engage notches inthe adjacent" end of the casing, 18. The

valve is provided with'radial ports, 18, 18

18 and 18 and with peripheral recesses, 18*, 18 and 18*, as clearlyshown in Fig. 7; The operating handle, 19, isvfixed on a short shaft,19, which is j ournaled in the adjacent end of the casing, andisprovided with a reotangular extension, 19*, fittingin a correi pinion,27

sponding end recess in the valve. A flange, 19, on the shaft, is forcedagainst a packing ring, 20, bearing on the end of the casing, by aspring, 20*.

The valve casing is connected by a pipe, 21, with a suitable source offluid pressure supply, which, in this instance, is the main airreservoir, 10, of the brake mechanism of the locomotive, and is alsoconnected, by a pipe, 15, with the outer end of the cylinder,

11; by a'pipe, 15, with the inner end of said cylinder and with thecylinder, 12; and by a pipe, 22, with a' locking cylinder, 23. Thecasing is also provided with an exhaust port, 18", which is controlledby the valve, 18. The locking cylinder, 23, is fixed on one side of thecylinder, 11, and is fitted with a piston, 24, which is moved downwardlyby fluid under pressure admitted through the pipe, 22, and upwardly by aspring, 24. The piston, 24, carries, on its lower side, atoothed latch,25, adapted to engage a plurality of teeth formed on a locking bar, 26,which is coupled to the piston rod, 14, of the motor cylinders, 11 and12, by thepin, 17".

A transverse shaft, 27, journaled above the cylinder, 11, carries, onone of its ends, a spur pinion 27, and, on the other, a bevel Thepinion, 27*, engages the teeth of the locking bar, 26, and the pinion,

27", engages a corresponding pinion, 28,

fixed on one end of an indicator shaft, 28,

which isjournaled in an indicating dial, 29, bolted to the top of thecylinder, 11. The bearings of the shaft, 27, are also formed integralwith the dial,29. The end of the indlcator shaft farther from thepinion, 28, carries a pointer, 28, which is swung over the face of thedial by the movements of the locking bar in either direction, astransmitted tothe indicator shaft through the train of, gearing abovedescribed. The pointer is so located, relatively to the dial,'as tostand at zero when the throttle valve is closed, and its movement, incorrespondence with that of the throttle valve, indicates, at all times,the lift or distance of the latter from its seat.

In the operation of a-throttle valve operating appliance embodying myinvention, it being desired to open or unseat the throttle valve, thehandle, 19, of the controlling valve, is moved by the engineer into itsextreme backward position, thereby partially rotating the valve, 18, andbringing the port, 18, into communication with the pipe, 15*. Thismovement of the valve also cuts 3 the port, 18*, out of communicationwith the pipe, 22, thereby releasing pressure from the vpiston of thelocking cylinder,'23, by open:

ing communication between its outer side' engagement with the lockingbar, 26. *This menses latter action is completed before the port,

18*, registers with the pipe, 15 Motive fluid then flows through theports, 18* and 18, and pipe, 15 to the outer side of the motor piston,12, and the inner side of the motor piston, 11, thereby unseating the,throttle valve, 1, by the resultant movement of the pistons to the left,through the rod, 9, and its connections.

lln opening a throttle valve, it is necessary to exert a relativelygreater force to startor crack. the valve than is required to move itthrough the remaining portion of its traverse away from its seat. Tothis end, the piston, 12, is made of relatively larger area than thepiston, 11, but the former is of shorter traverse. lhe combined area ofboth pistons is edective for cracking open the valve, but the traverseof the piston, 12, being limited by the abutment, 12*, said pistonbecomes inactive after the termination of its traverse, and theremainder of the opening movement of the throttle valve is eflected bythe-unaided action of the smaller piston, 11*. In order to preventviolent contact of the piston, 12", with the abutment, 12, the opening,12", in the piston is so located that the motive fluid is cut 0d beforethe piston reaches the When the throttle valve has been opened to theextent desired, the engineer moves the operating handle, 19, to thecentral position, thereby cutting off the supply of motivefluid to thepistons, 11 and 12?, and releasing it through the exhaust port, 18. Theports, 18 and 18 are coincidently brought into communication with thefluid pressure supply pipe,

21, and the pipe, 22, leading to the locking cylinder, 23, thepiston,2d, of which is thereby forced downwardly, engaging the latch, 25, withthe locking bar, 26, and holding the throttle valve in the position towhich it has been moved.

in order to close the throttle valve, the operating handle, 19, is movedto the full forward-position, by which movement, the pressure of motivefluid on the piston of the looking cylinder, 23, is first cut 0%, asabove described, and the ports, 18 and 18, are thereafter brought intocommunication with the pipe, 15. Fluid pressure is thereby applied tothe outer side of the pistomll by the movement of which, to the right,the throttle valve is wholly or partially closed, as desired, upon whichthe operating handle is moved to the middle position and the throttlevalve is. locked by the piston of the locking cylinder.

I claim as my invention and desire to se cure by Letters Patent:'

-fluid pressure motor; connections through which the throttle valve ismoved to and from its seat in and by the operation of the motor; amanually operable controlling valve governing the supply and exhaust offluid to and from the motor; and means'for locking the throttle valve inany and all determined positions within its range of traverse. v

2. The combination of a throttle valve; a steam supply pipe governedthereby; a fluid pressure motor; connections through which the throttlevalve is moved to and from its seat in and by the operation of themotor; a manually operable controlling valve governing the supply andexhaust of fluid to and from the motor; and means, governed by themovements of the controlling valve, for locking the throttle valve inany and all determined positions within its range of traverse.

3. The combination of a throttle valve; a steam supply pipe governedthereby; a fluid pressure motor; connections through which the throttlevalve is moved to and from its seat in and by the operation of themotor; a manually operated controlling valve governing the supply andexhaust of fluid to and from the motor; means for locking the throttlevalve in any and all determined positions within its range of traverse;an indicating dial; a pointer journaled thereon; and gearing, actuatedby the movements of the motor, for moving said pointer to indicate theposition ofthe throttle valve relatively to its seat.

4. The combination of a throttle valve;

a steam supply pipe governed thereby; a'

fluid pressure motor comprim'ng two cylinders of difl'erent diameters; apiston fitting the smaller cylinder; a pistourod on which said piston issecured; a piston fitting the larger cylinder and fitting freely on thepiston rod, said piston engaging the piston rod during a limited portiononly of the traverse of the smaller piston; connections coupling thepiston rod to the throttle valve; and a manually operable controllingvalve governing the supply and exhaust of fluid under pressure to, andfrom both of said pistons.

, HARRY S. VINCENT. Witnesses:

d. Snowmen Burn, EDWARD A. WRIGHT.

till

Mid

